Engineering for Efficiency

The truck’s aerodynamic design is significantly enhanced by the strategic location of the powertrain, fitting between the frame rails. This setup allows the engine to be lowered and placed behind the front axle. Kenworth General Manager Jim Walenczak emphasized the goal of achieving a 100% improvement in freight efficiency compared to the 2009 Kenworth T660, renowned for its fuel efficiency.

Remarkably, Kenworth surpassed this target, achieving a 136% efficiency improvement by enhancing fuel economy to 12.8 mpg and reducing the combination weight by over 7,000 pounds. This allows for more payload capacity with an ultra-fuel-efficient tractor-trailer combination.

Advanced Powertrain and Hybrid Systems

The SuperTruck 2 is powered by a Paccar MX-11 engine rated at 440 hp, paired with a TX-12 automated transmission. It features a 48-volt electric generator, creating a mild hybrid system supported by next-generation lithium-ion batteries recharged through regenerative braking. This system powers electric fans, steering, coolant, and HVAC pumps, which were previously mechanically driven. Additionally, the hybrid system provides an overnight engine-off solution and powers the exhaust heater in the close-coupled after-treatment system, meeting CARB 2027 ultra-low NOx compliance standards.

The 48-volt hybrid auxiliaries and energy recovery system boost the MX-11 engine’s efficiency to 55.7%, compared to the 47% efficiency of traditional modern diesel engines. Maarten Meijer, Paccar’s senior engineering manager for advanced technology, highlighted this as a significant leap forward, indicating a potential 10% fuel efficiency improvement if this engine were to enter production.

Innovative Design and Aerodynamics

Kenworth’s SuperTruck 2 features a unique “center driver” cab and a newly designed sleeper compartment. The aerodynamic design benefits from the reverse-splayed chassis, which narrows the front of the truck and encloses the wheels within the bodywork. The entire hood and chassis fairings are mounted directly to the cab, moving as a single unit. A variable suspension system customizes ride height to optimize aerodynamics, raising the truck over rough roads and lowering it on smoother interstates.

A parabolic windshield improves visibility and smooths airflow, while the elimination of physical mirrors reduces drag. Instead, an integrated digital mirror system enhances rearview monitoring, trailer tracking, and night vision capabilities, as seen in the Kenworth T680 models. These features contribute to a 48% reduction in drag compared to Kenworth’s baseline truck.

Weight Reduction and Fuel Efficiency

The SuperTruck 2’s combination weighs in at 26,100 pounds, 7,100 pounds lighter than a typical tractor-trailer configuration. The tractor alone saves 4,100 pounds, and the trailer an additional 3,000 pounds. New concept tires, weighing 355 pounds less than current market alternatives, also feature extremely low rolling resistance, scoring 4.2 on the CRR scale versus 5.0 for typical high-efficiency tires. The improved powertrain’s fuel efficiency allowed for a smaller 80-gallon fuel tank, reducing overall weight without sacrificing range.

Driver Comfort and Practicality

Kenworth SuperTruck 2 designers prioritized driver comfort, incorporating a unique sleeper berth with a fold-down bed over a sofa, creating separate sleeping and sitting areas. A rotating tabletop allows drivers to eat or work without needing to clear the surface when moving the table.

Kenworth’s SuperTruck 2 represents a significant advancement in trucking technology, combining cutting-edge aerodynamics, a highly efficient hybrid powertrain, and innovative design elements to set new standards in fuel efficiency and driver comfort. This trailblazing vehicle not only showcases what is possible in modern trucking but also sets a high bar for future developments in the industry.

Source: Commercial Carrier Journal

Photos: Kenworth

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Rakesh Aneja, VP and Chief of eMobility at Daimler Truck North America, displayed a photo of his beloved family on his phone’s screensaver during his speech at the Advanced Clean Transportation Expo. This serves as a daily reminder that their efforts to reduce carbon emissions are for the benefit of future generations.

Meanwhile, Volvo Trucks North America President Peter Voorhoeve showed a picture of a young girl surrounded by nature and expressed that it was imperative to cut CO2 emissions by 50% by 2030. By doing so, we can secure a brighter future for the next generation to experience the beauty of our environment.

In his keynote address, John Rich, CTO of PACCAR Inc., emphasized the importance of taking concrete actions beyond mere appealing terms.

“We’re facing a convergence of technology, regulation and climate change. You’ll hear words like disruption and transformation and, my favorite, existential threat, like we’re all dinosaurs waiting for the meteor to hit us,” Rich said at the Anaheim Convention Center. “It’s the people who have to get this done – people in this room. Let’s stop using beautiful words; instead let’s talk about how we’re going to embrace the challenge and do our part in climate change, how we’re going to improve the products using zero emissions technologies and, most importantly, how we’re going to work together to make this transition possible for OEMs, dealers, suppliers and fleets.”

The theme of cooperation took center stage at this year’s ACT Expo as DTNA joined forces with NextEra Energy Resources and BlackRock Alternatives to create Greenlane. This joint venture aims to develop a high-performance zero-emission charging and hydrogen fueling network for medium- and heavy-duty electric and hydrogen vehicles across the United States. Despite this significant investment, DTNA recognizes that further collaboration and investment will be necessary to meet the ambitious climate targets set for the industry by 2032. To meet these goals, an estimated $52 billion will be required.

“It’s clear that we cannot do this alone, even with the strength of our three companies. It’s clear we cannot do this alone as an industry,” O’Leary said. “There are more than 3,000 different electric utilities in the United States. Together, with the regulators, they’re focused on delivering cost-effective power to their customers. Understandably, those customers are unready to bear the brunt of rising rates to offset the cost of major infrastructure projects that they don’t see as directly benefiting them. But to meet the requirements of regulatory action, to meet the ambitions of our nation and this industry, we need utilities to act now in order to create a bare minimum of operability.”

During his keynote address at the ACT Expo, O’Leary emphasized the need for collaboration among government, private companies, and utilities in meeting sustainable transportation needs. He outlined a three-pronged approach to industry transformation: manufacturing and distributing electric vehicles, lowering the total cost of ownership, and building infrastructure – a key theme at the conference.

“What we’re finding or, more importantly, what our customers can’t find is the charging infrastructure to run these products. Infrastructure buildouts are flailing, and we’re destined to fail to meet the ambitious goals of this state, of our country and the world until emphasis is put on meeting the charging needs of the electric fleet,” he said. “If we ignore this reality, if we ignore the energy demand, if we ignore the differences in charging needs, we’re going to find a lot of orphaned equipment sitting at depots or sitting idle on factory lots.”

Much like DTNA, Volvo has also entered a partnership to address charging needs. The company has teamed up with Pilot Flying J to develop additional public charging infrastructure. The collaboration aims to pave the way for cleaner, more accessible transportation.

“Partnership (is) more important than ever because none of us can afford to do this by ourselves,” said Rich of Paccar, which has partnerships with autonomous truck developer Aurora, Platform Science connected truck technology and Toyota. He admits that regulators will set the pace for transition to zero emission vehicle adoption keeping operating costs as a top priority. With this in mind, he acknowledges that the progress to a green future will be expensive.

According Voorhoeve, the company’s goal of reducing CO2 emissions by 50% by 2030 will still involve using diesel engines. While Volvo plans to explore alternative energy sources, diesel power will remain a significant part of the company’s journey. Ryan O’Leary, a representative of the industry, agrees that diesel vehicles will remain a key part of transportation in the foreseeable future.

“That diesel propulsion is incredibly efficient is undeniable; to say that it has propelled and that it will continue to propel us, our economies and humankind forward in immeasurably positive ways is undeniable; and to say that time for change is necessary is, similarly, undeniable,” he said. “Despite diesel’s many benefits and despite its many efficiencies, we need a future comprised of alternatives – alternatives that offer us, our customers and society cleaner choices.

“Whether battery electric, hydrogen fuel cell or hydrogen combustion, alternatives do exist, and for select applications, they can work today,” O’Leary added. “But they are not the panacea we’ve been hoping for, at least not until we address the realities.”

Source: CCJDigital

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